KR20160105417A - Capless fuel system - Google Patents

Abstract

The capless fuel system of the present invention comprises an elongated tubular cylindrical housing open at each end and the housing defines first and second fluid ports spaced apart from one another in the axial direction. A first flapper valve is associated with the first fluid port and a second flapper valve is associated with the second fluid port. A pair of latches pivotally mounted on the housing adjacent to the second fluid port on diametrically opposed diametrically opposite sides of the second flapper valve are closed by closing the second flapper valve until a fuel nozzle of a predetermined size is inserted into the second port. Position. The fuel nozzle engages a camless surface that rotates the rattle away from the second flapper valve to allow the fuel fill nozzle to pass through the second port.

Description

Capless Fuel System {CAPLESS FUEL SYSTEM}

This application claims priority to U.S. Provisional Application No. 61 / 913,422, filed December 9, 2013, the entirety of which is incorporated herein by reference.

The present invention relates to automotive fuel systems, and more particularly to automotive capless fuel systems.

Automobiles using internal combustion engines necessarily require a fuel charging system. For decades, the fuel filling system included a charging tube that was connected to the fuel tank. The top end or inlet end of the charging tube is typically configured to receive a fuel cap that is only removed during fuel charging. The main disadvantage of the system, however, is that the fuel plug is lost and adds to the cost of the vehicle.

Thus, a capless fuel system has been developed for automobiles that eliminates the need for a fuel cap to close the fuel filler tube. These capless systems, previously known, include a body that is generally cylindrical in shape and has an inlet end and an outlet end. The outlet end is connected to a fill tube, which is fluidly connected to the fuel tank. Conversely, the size of the inlet end of the housing is adapted to receive a fuel nozzle for distributing fuel into the fuel tank through the housing, the fill tube. To prevent the fuel gas from escaping from the fuel tank to the atmosphere through the housing, these previously known capless systems include flapper valves that are connected in series between the inlet and the outlet of the housing. To prevent the fuel gas from escaping into the atmosphere during normal operation of the vehicle, the spring presses the flapper valve into the valve seat inside the housing. During the fuel filling operation, however, the fuel nozzle is inserted into the housing inlet to mechanically open the flapper valve, so that fuel can be transferred from the fuel nozzle through the fill tube into the fuel tank.

In some situations, such as very hot weather, the fuel gas in the fuel tank may generate an unacceptably high pressure of the fuel gas in the tank. Thus, these previously known capillary systems necessarily include a pressure relief valve formed in the housing. These pressure relief valves will open when the pressure in the fuel tank exceeds a predetermined pressure. When the pressure relief valve is opened, the fuel gas is discharged.

The entire housing for a previously known fuel fill system must be large enough to accommodate the flapper valve, which will allow the standard fuel fill nozzle of the fuel pump to mechanically open the flapper valve, Lt; RTI ID = 0.0 > a < / RTI > port associated with the valve. And these fuel relief valves are contained within the housing at a location radially outwardly spaced from the flapper valve. The system works properly to vent surplus pressure from the fuel tank to the atmosphere, but the size of the housing for the fuel fill system necessarily becomes large due to the previously known placement of the pressure relief valve. This not only increases the material cost for the fuel filling system, but also increases the space required inside the vehicle for the fuel filling system.

Another drawback of previously known capless systems is that the flapper valve inside the housing of the capless system is occasionally trapped between the nozzle itself and the insert provided around the standard fuel fill nozzle. When this happens, the fuel fill nozzle can "fit " into the housing of the fuel fill system. When this happens, the vehicle will be temporarily attached to the fuel pump.

Another disadvantage of previously known fuel filling systems, including capless systems, is that air is necessarily entrained in the fuel flow into the fuel filler tube from the nozzle. This entrained air generates fuel gas, which is trapped inside a carbon canister inside the vehicle's fuel system. During operation of the internal combustion engine, the fuel gas returns from the carbon canister to the fuel system for combustion in the engine.

Standard carbon canisters used in fuel systems operate properly in automobiles powered by internal combustion engines. However, the hybrid vehicle utilizes the operation of the internal combustion engine only for a short time during the entire operation of the vehicle. It has been found that the rather short operating time of the internal combustion engine of the hybrid vehicle is insufficient to properly return the fuel gas stored in the carbon canister of the fuel recharging system to the fuel system for combustion.

Another disadvantage of the previously known fuel charging system is that the fuel tank of an automobile having an internal combustion engine powered by gasoline can be incorrectly charged with diesel fuel. Standard fuel fill nozzles for diesel fuel are smaller in diameter than standard fuel fill nozzles for gasoline. Thus, the diesel fuel fill nozzle can be simply inserted into the fuel fill system to charge the fuel tank with diesel fuel. However, if the internal combustion engine subsequently operates, the internal combustion engine can be significantly damaged or even destroyed.

The present invention provides a capless fuel filling system that can overcome all the above-mentioned disadvantages of the previously known fuel filling system.

In short, the capless fuel filling system of the present invention includes an elongated tubular cylindrical housing that is open at each end. Preferably, the cylindrical housing is made of a plastic material for inexpensive but durable construction.

First and second fluid ports spaced apart from one another in the axial direction are formed within the housing, wherein the first fluid port is located adjacent the inlet of the housing and the second fluid port is located adjacent the outlet of the housing. These fluid ports are substantially axially aligned with each other and sized to accommodate standard fuel fill nozzles.

A first flapper valve is associated with the first fluid port and is movable between an open position and a closed position. The spring biases the first flapper valve toward the closed position. Similarly, a second flapper valve is associated with the second fluid port and is movable between an open position and a closed position. The spring also urges the second flapper valve toward the closed position.

The two flapper valves move away from the housing inlet toward the housing outlet when moving from the closed position to the open position. Thus, the fuel fill nozzle inserted at the inlet end of the housing will pass through the first and second fluid ports in the housing, causing the first and second flapper valves to rotate from the open position to the closed position.

To prevent unacceptable pressures from forming inside the fuel tank, the fuel filling system of the present invention includes first and second pressure relief valves. Unlike the previously known fuel filling system, the first pressure relief valve is contained within the first flapper valve and, similarly, the second pressure relief valve is contained within the second flapper valve.

To prevent the insertion of smaller diameter diesel fuel fill nozzles into a fuel fill system designed for gasoline engines, a pair of diametrically opposed latches are located adjacent to the second flapper valve Is provided in the housing. These latches can rotate between the latch position and the non-latch position and are urged by the spring to the latch position.

The latch engages with the second flapper valve when in the latched position to prevent opening of the second flapper valve. Thus, when an incorrect fuel fill nozzle is inserted into the second flapper valve, the latch keeps the second flapper valve in the closed position to prevent fuel from the fuel fill nozzle from entering the fuel tank.

Conversely, a cam surface is formed on each of the latches, which is located within the housing, but away from the second port at the housing entrance side. When a fuel fill nozzle of the appropriate size is inserted into the housing, the fuel nozzle engages the two cam faces of the two latches and rotates both latches to the non-latch position. Thus, the second flapper valve is released and moves from the closed position to the open position.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention may be better understood by reference to the following detailed description with reference to the accompanying drawings, in which like reference numerals designate like parts throughout the several views.

1 is an elevational view showing a preferred embodiment of the present invention.
Fig. 2 is a longitudinal section view of the preferred embodiment of the present invention, and the flapper valve is in the closed position.
Figure 3 is a view similar to Figure 2, but showing the flapper valve in an open position during a refill operation.
4 is an exploded view of a flapper valve with an associated pressure relief valve.
5 is an exploded view of the fuel delivery system.
Figure 6 is a partial longitudinal cross-sectional view of a second flapper " hob " with the latch in the latched position;
Figure 7 is a view similar to Figure 6, but showing the latch in the non-latching position.
8 is a cross-sectional view taken along the line 8-8 in Fig.

Referring first to Figures 1 and 5, there is shown a capless fuel filling system 20 having an elongated tubular cylindrical body 22. The body 22 is open at both the inlet end 24 and the outlet end 26.

The body 22 is preferably made of a rigid, flexible material such as plastic. 5, the body includes a central portion 28, an outlet funnel portion 30, and an annular stopper 32 attached to an inlet end of the body center portion 28. As shown in FIG. The middle portion 28 and the funnel portion 30 preferably are flexible in the funnel portion 30 although any means can be used to secure the central portion 28, funnel portion 30 and stopper 32, Fitted together by tabs 34 so that when the central portion 28 of the funnel portion 30 slides axially together the flexible tabs engage the openings 36 in the central portion 28 . The guide tabs 38 in the funnel portion 30 are also aligned with the guide slots 40 in the central portion 28 when the central portion 28 and the funnel portion 30 are coupled together to form a central portion 28, So that proper alignment of the portion 30 is facilitated.

The closure 32 includes a tab 42 that engages the opening 44 in the central portion 28 as the closure 32 and central portion 28 slide axially together . During such engagement, the snap tabs 42 are deflected radially inward during engagement until the snap tabs 42 are aligned with the openings 44, and then the tabs 42 are bent radially outwardly, 32 and the central portion 28 are locked together.

Referring now particularly to FIG. 3, stop 32 forms a first circular fluid port 50 in capless fuel system 20. A second circular port 52 is formed at an intermediate point of the central portion 28 of the main body 22. These ports 50, 52 are aligned with one another in the axial direction and also with the outlet 26 of the capless system 20.

Referring now to Figures 2 and 3, a first flapper valve 54 is associated with the first fluid port 50 and is pivotally mounted to the housing 22 by a pivot pin 56. Thus, the first flapper valve 54 can be moved between the closed position shown in FIG. 2 (where the flapper valve 54 seals the port 50 at this position) and the open position shown in FIG. 3 .

Similarly, a second flapper valve 58 is associated with the second fluid port 52. The second flapper valve is pivotally mounted to the housing by a pivot pin 60 and is in the closed position shown in Figure 2 in which the second flapper valve 58 closes the fluid port 52 3) and the open position shown in Fig. In addition, any conventional mechanism, such as spring 62, may be used to press the flapper valve 54, 58 to the closed position.

The configurations of the first flapper valve 54 and the second flapper valve 58 are substantially the same. Therefore, only the second flapper valve 58 will be described in detail, and a similar description applies to the first flapper valve 54 as well.

Referring now to FIGS. 4, 6 and 7, the flapper valve 58 is shown in greater detail and includes an upper portion 70 and a lower portion 72. All of these portions 70, 72 are made of a rigid material such as plastic and are secured together in a conventional manner. As shown, however, the lower portion 72 includes a snap tab 74, wherein when the upper portion 70 and the lower portion 72 are compressed together axially during engagement, And is bent inward. When the upper portion 70 and the lower portion 72 are fully compressed together into the mating position the stop 76 in the lower portion 72 contacts the upper portion 70 so that the upper portion 70 and the lower portion 70 72 are prevented from being further compressed in the axial direction together. At the same time, in the fully engaged position, the snap tab 74 is bent outwardly above the latching surface 78 formed in the first portion 70 due to its resiliency, so that the upper portion 70 and the lower portion 72 together lock do.

Continuing with Figures 4, 6 and 7, a pressure relief port 80 is formed through the lower portion 72 of the flapper valve 58. A pressure relief valve 82 is included between the upper portion 70 and the lower portion 72 of the flapper valve 58. The pressure relief valve 82 is urged by the compression spring 84 to the closed position. However, whenever the pressure in the fuel tank interior or the outlet 26 exceeds a predetermined pressure, the pressure relief valve 82 moves to the open position shown in FIG. 7 against the force of the spring 84, Surplus pressure is released through the inner chamber 86 and the opening 88 (Fig. 4) formed between the upper and lower valve portions 70 and 72 to alleviate the fuel tank pressure.

Referring now to Figure 2, to maintain the compact configuration of the entire housing 2, the housing 22 is aligned with the reinforcing ribs 112 (Figure 2) formed in the flapper valve 58 or 54 Gt; 110 < / RTI > (FIG. 5). These slots 110 thus allow the flapper valves 58 and 54 to move to the fully open position in which the reinforcing ribs 112 pass through the slots 110 to provide a small overall diameter Lt; / RTI >

Referring now to Figures 6-8, a pair of latches 90 is associated with the second flapper valve 58 rather than the first flapper valve 54. [ These latches (90) are pivotally mounted to the housing (22) by pivot pins (92) at their upper or outermost ends. These latches 90 can also rotate between the latched position shown in Fig. 6 and the unlatched position shown in Fig.

In the latching position, the hook 94 at the lower end of each latch 90 is caught by the latching surface 96 of the second flapper valve 58. Thus, when the latch 90 is in its latched position, the latch 90 prevents the flapper valve 58 from moving to the open position as shown in FIG.

A spring 98, which is generally U-shaped, is pivotally connected to the midpoint 100 of each latch 90. The spring 98 urges the latch inward radially until the latch 90 contacts the stop member 102 in the housing 22. Thus, the stop member 102 restricts the latch 90 from moving radially inwardly to a position where the latch 90 is in the latched position.

6, when a fuel fill nozzle 104 of an appropriate size is inserted into the housing 22, the fuel nozzle 104 engages the cam surface 106 in the latch 90. As shown in FIG. 7, the nozzle 104 causes the latch 90 to displace radially upward against the force of the spring 98, so that the latch hook (not shown) 94 are released from the latch surface 96 of the second flapper valve 58. At this time, when the fuel filling nozzle 104 is further inserted into the housing 22, the flapper valve 58 can freely move to the open position as shown in FIG.

Referring now to FIG. 3, when the fuel fill nozzle 104 is inserted into the housing inlet or first fluid port 90 in operation, the fuel fill nozzle 104 mechanically opens the first flapper valve 54 . When a fuel nozzle 104 of an appropriate size is further inserted, the nozzle moves the latch to the unlatched position, as shown in FIG. 7, so that when the fuel fill nozzle 104 is further inserted into the housing 22, Opens the second flapper valve 58 to the open position. The fuel injection can then be initiated.

Conversely, when a fuel fill nozzle 104 (e.g., a diesel fuel fill nozzle) having a smaller diameter than a gasoline fill nozzle is used, the nozzle 104 is inserted into the housing 22 at the position shown in FIG. 6 It will not come into contact with the cam surface 106 of the both lacquer 90. Rather, the nozzle 104 will contact at most only one of the cam surfaces 106 of the latch 90. Thus, the other latch 90 will be held in the latched position and will prevent the opening of the second flapper valve 58 by the fuel nozzle 104. Thus, the latch 90 prevents the gasoline fuel tank from being refilled with diesel fuel.

As can be seen from the foregoing, the present invention provides an effective capless fuel charging system as well as a simple operation. The capless fuel filling system of the present invention not only prevents the gasoline fuel tank from being refilled with diesel fuel, but also protects the fuel tank from excessive pressure. In addition, since the entire pressure relief valve is contained within the flapper valve, the entire system is maintained in a compact system.

Although the present invention has been described, it will be apparent to those skilled in the art that many modifications are possible in the present invention without departing from the spirit of the invention as defined in the appended claims.

Claims (21)

As a capless fuel device,
An elongated tubular cylindrical housing opening at each end and defining first and second fluid ports spaced apart from each other in the longitudinal direction,
A first flapper valve associated with the first fluid port and a second flapper valve associated with the second fluid port, the flapper valve being movable between an open position and a closed position, The first and second flapper valves being sexually pressurized, and
A pair of ratchet pawls mounted pivotally on the housing adjacent the second fluid port diametrically opposite each other and rotatable about an axis normal to the axis of the housing between a latch position and a release position, Lt; / RTI >
The latch is engaged with the second flapper valve when at least one of the latches is in the latch position and the second flapper valve is in the closed position to prevent the second flapper valve from moving to the open position In addition,
Each of the latches has a cam surface, and when the cam surface is engaged, the latch is rotated to the open position,
A capless fuel system in which only a fuel nozzle of a predetermined size engages with two cam faces of a rattle. The method according to claim 1,
And a pressure relief valve included in at least one of said flapper valves. The method according to claim 1,
And a pressure relief valve included in both of said flapper valves. The method according to claim 1,
And a spring for urging said first flapper valve to a closed position. The method according to claim 1,
And a spring for urging said second flapper valve to a closed position. The method according to claim 1,
And at least one reinforcing rib attached to the first flapper valve, wherein when the first flapper valve is in the open position, the reinforcing ribs extend through at least one receiving slot in the housing, Fuel device. The method according to claim 1,
Wherein at least one reinforcing rib is attached to the second flapper valve, and when the second flapper valve is in the open position, the reinforcing rib comprises a capless member extending through at least one receiving slot in the housing, Fuel device. The method according to claim 1,
Wherein the first flapper valve includes a first valve portion and a second valve portion secured together in snap fit. 9. The method of claim 8,
And a pressure relief valve at least partially contained between the valve portions. The method according to claim 1,
Wherein the second flapper valve includes a first valve portion and a second valve portion that are secured together in snap fit. 11. The method of claim 10,
And a pressure relief valve at least partially contained between the valve portions. The method according to claim 1,
Wherein the latch is elongated and pivotally mounted to the housing near one end and has a valve engagement hook at the other end and the cam surface is located between the ends of the ratchet. As a capless fuel device,
An elongated tubular cylindrical housing opening at each end and defining first and second fluid ports spaced apart from each other in the longitudinal direction,
A first flapper valve associated with the first fluid port and a second flapper valve associated with the second fluid port, wherein the second flapper valve is movable between an open position and a closed position and resiliently biased to a respective closed position, The first and second flapper valves,
And a pressure relief valve at least partially contained within at least one of said flapper valves. 14. The method of claim 13,
And a pressure relief valve contained within both of said flapper valves. 14. The method of claim 13,
And a spring for urging said first flapper valve to a closed position. 14. The method of claim 13,
And a spring for urging said second flapper valve to a closed position. 14. The method of claim 13,
And at least one reinforcing rib attached to the first flapper valve, wherein when the first flapper valve is in the open position, the reinforcing ribs extend through at least one receiving slot in the housing, Fuel device. 14. The method of claim 13,
Wherein at least one reinforcing rib is attached to the second flapper valve, and when the second flapper valve is in the open position, the reinforcing rib comprises a capless member extending through at least one receiving slot in the housing, Fuel device. 14. The method of claim 13,
Wherein the first flapper valve includes a first valve portion and a second valve portion secured together in snap fit. 14. The method of claim 13,
Wherein the second flapper valve includes a first valve portion and a second valve portion that are secured together in snap fit. 14. The method of claim 13,
Wherein the latch is elongated and pivotally mounted to the housing near one end and has a valve engagement hook at the other end and the cam surface is located between the ends of the ratchet.

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